Railway-tie.



No. 642,486. Ptented Jan. 30, I900. J. L. POPE;

RAILWAY TIE.

Application filed Feb. 27, 1899.)

No Model.)

9 l u. 1|. m. m a|||.| uh. m. hilhl mumm UNITED STATES PATENT OFFICE.

JOHN L. POPE, OF CLEVELAND, OHIO.

RAI LWAY-Tl E.

SPECIFICA TION formingpart of Letters Patent No. 642,486, dated January30, 1900.

Application filed February 27, 1899. Serial No. 706,965. (No model.)

To all whom it may concern:

Be it known that I, JOHN L. POPE, of Cleveland, in the county ofOuyahoga and State of Ohio, have invented a new and useful Improvementin Railway-Ties, of which the following is a full, clear, and exactdescription.

My invention relates to metal railway-ties, and is designed to give themaximum of strength and stiffness for amount of metal used, so that itcan be firmly seated in the ballast and easily secured to the railswithout bolts or other special pieces for that purpose. The tiecomprises a top plate with side flanges at an obtuse angle thereto and avertical 1ongitudinal web beneath the center of the plate, plates at itsends to hold the ballast in place, and clips and abutments for securingthe rails in place.

In the drawings, Figure 1 indicates a top plan of ties constructed inaccordance with my invention with rails across them. Fig. 2 is a sideelevation with a portion shown in section. Fig. 3 is a cross-section ofthe tie on line a a of Fig. 1. Fig. 4. is a partial side section of thetie on line b b of Fig. 3, showing also an end view of the rail.

Like symbols of v reference indicate like parts in each drawing.

Thus, in each drawing, A represents a tie secured to the rails 0, havingside flanges a extending outwardly at an oblique angle from the topplate of the tie and having on its under side a longitudinal web I) forstiffening the tie and rendering it more stable. Said web extends belowthe side flanges, and together with the side flanges it affords asubstantial tie or anchor for the tie, enabling it to be tampedsecurely. At the ends of the tie are plates 9, preferably integral withthe body of the tie and formed by bending out the lateral flanges a atthe end portions of the tie into horizontal position-zl e. into theplane of the top plate, (see Fig. 2)and then bending them down. Theyextend below the edges of the side flanges, as does also thelongitudinal web. By thus making the web I) at the middle of the tiedeeper than the side flanges it is easy to get tamping material packedbeneath the tie, the central web preventing the disturbance of thematerial which has been tamped on one side by the tamping of the otherside, and when the tie is tamped, the end plates g, being also deep andwide, hold the ballast and prevent the tie from creeping.

Fig. 4 shows the manner of laying the rails when the ties are inposition on the road-bed, the flange at one side of the rail beinginserted under the clip, while the rail is tilted somewhat. When therail is laid flat on the ties, the abutments d make contact with theedges of the outer flanges in order to keep them in alinement. As shownin Fig. 4., the abutment inclines outwardly somewhat to permit easyinsertion of the rail. It can be bent into a vertical position after therails are laid. The clips e c are formed to fit over the bottom from thetie corresponds to the thickness of said flanges. Each of the clips isset at the opposite edge of the tie from its companion abutment d, whichfits against the opposite side of'the rail. Each clip is therefore situate diagonally on the tie from its corresponding abutment.

By having at each end of the tie a clip which fits over and clasps oneflange of the rail and an abutment which is situate diagonally withrelation to the clip and bears against the other edge only of the otherflange and the two abutments situate diagonally and not on the same edgeof the tie I am enabled not only to lay the rails in the mannerdescribed above after the ties have been laid in position in theroad-bed, but also to remove the tie and re place it without removingthe rails. This I can do by simply swinging the tie horizontally, thusinclining it at an oblique angle to the rails, whereupon it can beremoved from below the rail freely. This capacity of the tie for removalcannot be had unless the clips.

flanges of the rails, and their vertical distance cal longitudinal webintegral with the top plate and extending below the side flanges, andend plates alsoextending downwardly below the side flanges.

2. A railway-tie having a top plate, side flanges, a verticallongitudinal web beneath the top plate extending below the side flanges,and end plates constituted by bending the side flanges to the plane ofthe top plate, and bending the ends of plate downwardly.

3. A railway-tie having at each end a clip adapted to fit over and toclasp one of the flanges of the rail, and an abutment adapted to bearagainst the extreme edge only of the other flange of the rail, eachabutment being situated diagonally with relation to its companion clip,and the two abutments being near respectively opposite edges of the tie,whereby the tie can be swung horizontally to disengage it from therails.

4. A series of railway-ties having clips adapted to engage the innerflanges of the rails, and abutments adapted to bear against theoutermost edges only of the outer flanges of the rails, each clip andits corresponding abutment being near respectively opposite edges of thetie, said clips and abutments on some of the ties of the series beingreversely situated relativelyto the others, whereby constancy of gage issecured.

5. A railway-tie having a top plate, side flanges, a verticallongitudinal web beneath the top plate extending below the side flanges,and end plates also extending below the side flanges, said end platesbeing formed by bending down the top plate against the ends of thecentral longitudinal web.

In testimony whereof I have hereunto set my hand.

JOHN L. POPE. Witnesses:

E. O. POPE, II. E. GRESHAM.

